Motor-vehicle brake.



H. M. LIYM'AN.

MOTOR VEHICLE BRAKE.

APPLICATION FILED MAY 20, 1909.

Patented Jan. 11, 1910.

2 SHEETS-SHEET l.

H. M. LYMAN.

TOR VEHICLE BRAKE.

APPLIUA'TIONFILED MAY 20, 1909.

Patented Jan. 11, 1910.

2 SHEETS-*SHEET 2.

ATM/FIVE).

' provements are disclosed in the following connected with links 15 and 16 by the pivots adaptdfor holding all the wheels by means is a sectional elevation taken through the UNITED STATES PATENT OFFICE.

HENRY M. LYMAN, OF PHILADELPHIA, PENNSYLVANIA.

MOTOR-VEHICLE BRAKE.

Specification of Application filed May 20,

To all whom it may concern:

Be it known that I, HENRY M, LYMAN, a citizen of the United States, residing in the city of Philadelphia, county of Philadelphia. and State of ,Pennsylvania, have invented certain Improvements in Motor- Vehicle Brakes, of which the following is a specification.

Mv invention is a motor vehicle brake compensa ting for variations between wheels and frame and applying differential actions to the steering wheels, particularly by holds ing the inner harder than the outer wheel when turning a curve for the purpose of facilitating the operation of turning.

A further object is to apportion the braking action of the front and hind wheels to the load carried thereby for the purpose of equalizing the resistance throughout the structure in applying the brakes and avoiding shocks and strains.

The characteristic features of my imdescription and the accompanying drawings in illustration thereof.

In the form of my improvements illustrated in the-drawings, Figure 1 is a plan view of an automobile truck having my improved braking mechanism applied thereto; Fig. 2 is a side elevation of the construction shown in Fig. 1; Fig. 3 is a sectional plan view showing the brake coimections for a brake connections for a front wheel; Fig. 5

connections parallel to the axle of a front wheel to which they are applied; Fig. 6 is a sectional elevation showing details at right angles to their position in Fig. 4.

The mechanism shown in the drawings comprises the frame 1, the front and rear axles 2 and 3 upon which the frame is supported and the front and rear wheels 4 and 5 connected with the respective axles. The front wheels 4 are journaled on spindles 6 having the usual steering knuckles 7 which are journaled on the bolts 8 fixed to the end bearings 2 of the .front axles and turned by the arms 9 thereon connected by the rod 10. The respective front and rear wheels are provided with the usual drums 11 and 12 having thereon the brakebands 13 and 14 17 and-18, the links being provided with they addltonal arms 33 which are disposed oppositely to the arms 26 and connected by the rods 34 with arms 35, the latter being fixed @to journals 36 which rock in the bearings 37 on the frame.

The journals 36., through which brake rods act, are provided with balls 38 containing the slots 39. Stub shafts 40 have'their hollow inner ends sleevedon the balls and pins 41 pass through the shafts and the slots in the balls, whereby the balls and shafts turn together while the latter are capable of universal movement with relation to the former. The hollow outer ends of the shafts 40 are sleeved on balls 42 and pins 43 pass through the shaft and slots 44 in the balls whereby the shafts and these balls turn togther while the latter are permitted uni.- versal movement with relation to the former. Balls 42 are fixed to cross heads 45 having thereon pins 46 and 47 which are mo yable in the transversely disposed slots 48 and 49 formed in the tops of the bolts 8. It will be seen that the cross heads 45 thus fixed to the front axle and the arms-35 journaled in the frame are flexibly connected through the stub shafts 40 so that the frame and axle, .fiexibly connected through springs 51, can move relatively to each other .without disturbing the operations of. the connect-ions between the parts 35 and 45. Cross head pins 46, movable in the vertical ways 48, have thereon the rollers 52 and the rocking levers 21 have fixed thereto the arms 53 which rest on these rollers, the levers and arms being connected by journals 54 turning in bearings 56 carried by the knuckles 7 It will be understood that the front wheels 4, connected through the outwardly bent.- arms 9 and the connecting rod 10, are moved simultaneously, through different arcs, in turning, the outer wheel being movable through an arc of say 30 degrees while adjustable nuts 19 and 20 bearing upon oprear friction drums, as for example by makthe larger portion of the load, shall have 40 degrees. As the rollers 52 are disposed eccentrically to the axes of the knuckles or the vertical axes of oscillation of the front wheels, and as the axes of the journals 54 are by the disposition of the bearings 56 removed farther' than the rollers from the axes of the knuckles, and turn about the axes, the distance between the horizontal axis'of oscillation of the arms 53 and the bearings of such arms on the rollers will vary as the wheelsturn about theirvertical axes, such distance being a function of the are through which the corresponding wheel has turned. Consequently when the brake is applied in the straight ahead movement of the wheels, the same braking effect is applied to each of the front wheels. But when the brake is applied while the front wheels are turned to round a curve, the outer will have the lighter braking force applied thereto since the rollers 52 are elevated to the same degree and the power arm of the outer lever 53 is longer than the power arm of the corresponding inner lever, and the desired differential actions of the outer and inner brake bands 13 will be obtained. In the preferred operation, the arms 53 are brought to substantially level positions in applying the brake and these positions may be obtained by adjusting the nuts 19.

.In order that the rear wheels, which carry greater braking force applied thereto than the front wheels, I proportion the mechanism for applying the power to the front and ing the arm 27 longer than the arm 33, so that the rear drums shall be subject to greater friction than the front.

The distribution of the braking effect to the several wheels, particularly in the manner' described, avoidsor tends to avoid stopping the wheels and skidding as in brakes where the power is all applied to a pair of wheels. I

seams Having described my invention, 1 claim:

1. The combination with a pair of steering wheels of devices for braking the respective wheels equally in a straight ahead movement and means whereby the actions of said devices are automatically differentiated in turning so that greater braking force is applied to the inner than to the outer wheel.

2. The combination of an axle, a pair of wheels, steering. knuckles connecting said axle and wheels, means whereby said wheels are simultaneously turned about the axes of their respective knuckles through difl'erent angles, braking devices for the respective wheels, and mechanism whereby said devices are equally applied in the straight ahead movement of said wheels and differentially applied in the turning movement of said wheels.

3. The combination of an axle, a pair of wheels, steering knuckles connecting said axle and wheels, means whereby said wheels are simultaneously turned about the axes of their respective knuckles, braking devices for the respective wheels, arms having axes of revolutionremoved from the axes of revolution of said knuckles for operating said arms, and reciprocating means for operating said arms, said arms having movable points of contact with said means.

4. The combination of an axle, a pair of wheels, steering knuckles connecting said axle and wheels, braking devices for the re spective wheels, rocking arms for operating said devices, rocking devices for operating said arms, and actuating means comprising rocking arms and flexible connections between said last named arms and devices.

In witness whereof I have hereunto set my name this 19th day of May, 1909, in the presence of the subscribing witnesses.

HENRY M. LYMAN. Witnesses:

RoBEn'rJAMEs EARLEY,

Joe. G. DENNY, Jr. 

